U.S. patent number 8,573,348 [Application Number 12/445,333] was granted by the patent office on 2013-11-05 for power train, vehicle and methods.
This patent grant is currently assigned to The Ohio State University Research Foundation. The grantee listed for this patent is Codrin-Gruie Cantemir, Giorgio Rizzoni, Gabriel G. Ursescu. Invention is credited to Codrin-Gruie Cantemir, Giorgio Rizzoni, Gabriel G. Ursescu.
United States Patent |
8,573,348 |
Cantemir , et al. |
November 5, 2013 |
**Please see images for:
( Certificate of Correction ) ** |
Power train, vehicle and methods
Abstract
A powertrain is adapted to drive ground-engaging elements
disposed along longitudinally-opposing sides of a vehicle. The
powertrain includes at least one engine, a first electric machine,
a second electric machine, a third electric machine, a first
differential mechanism and a second differential mechanism. The
engine and first electric machine are operatively connected to the
first and second differential mechanisms. The second electric
machine is operatively connected to the first differential
mechanism and the third electric machine is operatively connected
to the second differential mechanism. The first and second
differential mechanisms are each operatively connected to drivably
engage one or more ground-engaging elements disposed on a different
one of the longitudinally-opposing sides of the associated vehicle.
A vehicle including such a powertrain as well as methods of using
the same are also included.
Inventors: |
Cantemir; Codrin-Gruie
(Columbus, OH), Ursescu; Gabriel G. (Ia i, RO),
Rizzoni; Giorgio (Columbus, OH) |
Applicant: |
Name |
City |
State |
Country |
Type |
Cantemir; Codrin-Gruie
Ursescu; Gabriel G.
Rizzoni; Giorgio |
Columbus
Ia i
Columbus |
OH
N/A
OH |
US
RO
US |
|
|
Assignee: |
The Ohio State University Research
Foundation (Columbus, OH)
|
Family
ID: |
39258852 |
Appl.
No.: |
12/445,333 |
Filed: |
October 12, 2007 |
PCT
Filed: |
October 12, 2007 |
PCT No.: |
PCT/US2007/021776 |
371(c)(1),(2),(4) Date: |
August 04, 2010 |
PCT
Pub. No.: |
WO2008/048477 |
PCT
Pub. Date: |
April 24, 2008 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20110036658 A1 |
Feb 17, 2011 |
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Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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60851537 |
Oct 13, 2006 |
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Current U.S.
Class: |
180/246;
180/65.245 |
Current CPC
Class: |
B62D
7/142 (20130101); B60L 50/16 (20190201); B62D
11/001 (20130101); B60L 15/20 (20130101); B60K
6/387 (20130101); B60K 6/543 (20130101); B60K
6/547 (20130101); B60K 6/52 (20130101); B60K
17/165 (20130101); B60K 6/40 (20130101); B60K
6/42 (20130101); B60K 6/44 (20130101); B60K
6/48 (20130101); B60K 17/346 (20130101); B60K
6/445 (20130101); B62D 9/002 (20130101); B62D
11/02 (20130101); B60L 50/61 (20190201); Y10S
903/951 (20130101); Y02T 10/7072 (20130101); B60K
1/02 (20130101); Y02T 10/70 (20130101); Y02T
10/72 (20130101); B60L 2260/28 (20130101); Y02T
10/62 (20130101); Y02T 10/64 (20130101) |
Current International
Class: |
B60K
17/354 (20060101) |
Field of
Search: |
;180/242,243,245,246,248,65.1,65.2,65.3,65.4,65.6,65.7 ;701/22,70
;475/198 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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1 580 064 |
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Sep 1970 |
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DE |
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1 018 451 |
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Jul 2000 |
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EP |
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Other References
International Search Report for International Application No.
PCT/US2007/021776. cited by applicant .
Written Opinion for International Application No.
PCT/US2007/021776. cited by applicant .
Cantmir, et al., Concept Design of a New Generation Military
Vehicle, SPIE vol. 6201, 620113 (2006). cited by applicant.
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Primary Examiner: Winner; Tony
Assistant Examiner: Knutson; Jacob
Attorney, Agent or Firm: Fay Sharpe LLP
Parent Case Text
This application claims priority from U.S. Provisional Patent
Application No. 60/851,537 filed on Oct. 13, 2006, which is hereby
incorporated herein by reference in its entirety.
Claims
The invention claimed is:
1. A vehicle comprising: a vehicle structural assembly having a
longitudinally-extending centerline with first and second vehicle
structure portions extending along opposing sides of said
centerline; a first plurality of ground-engaging elements
operatively disposed along said first vehicle structure portion on
one of said opposing sides of said centerline; a second plurality
of ground-engaging elements operatively disposed along said second
vehicle structure portion on the other of said opposing sides of
said centerline; and, a vehicle powertrain drivably engaging one or
more ground-engaging elements of each of said first and second
pluralities of ground-engaging elements, said vehicle powertrain
including: at least one engine including an engine rotational
connection; a first electric machine including a first EM
rotational connection operatively connected to said engine
rotational connection; a second electric machine including a second
EM rotational connection and a third EM rotational connection; a
third electric machine including a fourth EM rotational connection
and a fifth EM rotational connection; a first differential
including first, second and third DF rotational connections, said
first DF rotational connection being operatively connected to said
engine rotational connection and said first EM rotational
connection, said second DF rotational connection being operatively
connected to said second EM rotational connection, and said third
DF rotational connection being operatively connected to drivably
engage said first plurality of ground-engaging elements on said one
opposing side of said centerline; a second differential having
fourth, fifth and sixth DF rotational connections, said fourth DF
rotational connection being operatively connected to said engine
rotational connection and said first EM rotational connection, said
fifth DF rotational connection being operatively connected to said
fourth EM rotational connection, and said sixth DF rotational
connection being operatively connected to drivably engage said
second plurality of ground-engaging elements on said other opposing
side of said centerline; and, a differential shaft operatively
connected between said third and fifth EM rotational
connections.
2. A vehicle according to claim 1, wherein said vehicle structural
assembly includes a personnel compartment disposed along said
centerline, and one or more of said engine, said first electric
machine, said second electric machine, said third electric machine,
said first differential and said second differential is disposed
along said vehicle structural assembly outwardly of said personnel
compartment and thereby provides supplemental shielding of said
personnel compartment.
3. A vehicle according to claim 1, wherein said rotational power
output of said at least one engine is approximately equal to a
combined total rotational power output of said first, second and
third electric machines such that said at least one engine can
drive said first, second and third electric machines and thereby
generate electrical power.
4. A vehicle according to claim 1, wherein said ground-engaging
elements are wheels, and said vehicle structural assembly includes
one of a symmetric all-wheel steering system and a non-symmetric
all-wheel steering system.
5. A vehicle according to claim 1, wherein said at least one engine
is a first engine and said rotational connection thereof is a first
engine rotational connection, said powertrain includes a second
engine that includes a second engine rotational connection, and
said first electric machine includes a sixth EM rotational
connection operatively connected to said second engine rotational
connection of said second engine.
6. A vehicle according to claim 1 further comprising an electrical
control system in communication with at least said first electric
machine, said second electric machine and said third electric
machine.
7. A vehicle according to claim 6 further comprising an electrical
storage device in communication said electrical control system and
adapted to transfer electrical power to and from at least one of
said first electric machine, said second electric machine and said
third electric machine.
8. A powertrain adapted to drive one or more of a plurality of
associated ground-engaging elements disposed along
longitudinally-opposing sides of an associated vehicle, said
powertrain comprising: at least one engine including an engine
rotational connection; a first electric machine including a first
EM rotational connection operatively connected to said engine
rotational connection; a second electric machine including a second
EM rotational connection and a third EM rotational connection; a
third electric machine including a fourth EM rotational connection
and a fifth EM rotational connection; a first differential
mechanism including first, second and third DF rotational
connections, said first DF rotational connection being operatively
connected to said engine rotational connection and said first EM
rotational connection, said second DF rotational connection being
operatively connected to said second EM rotational connection, and
said third DF rotational connection operatively connected to
drivably engage one or more of the plurality of associated
ground-engaging elements disposed on one of the
longitudinally-opposing sides of the associated vehicle; and, a
second differential mechanism including fourth, fifth and sixth DF
rotational connections, said fourth DF rotational connection being
operatively connected to said engine rotational connection and said
first EM rotational connection, said fifth DF rotational connection
being operatively connected to said fourth EM rotational
connection, and said sixth DF rotational connection operatively
connected to drivably engage one or more of the plurality of
associated ground-engaging elements disposed on the other of the
longitudinally-opposing sides of the associated vehicle; and, a
differential shaft operatively connecting said third and fifth EM
rotational connections.
9. A powertrain according to claim 8 further comprising clutch
operatively disposed between said third and fifth EM rotational
connections, said clutch being operative to selectively
interconnect said third and fifth EM rotational connections.
10. A powertrain according to claim 9, wherein said differential
shaft includes first and second shaft portions and said clutch is
operatively interconnected between said first and second shaft
portions.
11. A powertrain according to claim 9, wherein said clutch is a
first clutch connected between said second EM rotational connection
and said differential shaft, and said powertrain further comprises
a second clutch connected between said fourth EM rotational
connection and said differential shaft.
12. A powertrain according to claim 8, wherein said at least one
engine is a first engine and said rotational connection thereof is
a first engine rotational connection, said powertrain further
comprising a second engine that includes a second engine rotational
connection, and wherein said first electric machine includes a
sixth EM rotational connection operatively connected to said second
engine rotational connection of said second engine.
13. A powertrain according to claim 12 further comprising first and
second clutches, said first clutch operatively disposed between
said first engine rotational connection and said first EM
rotational connection for selectively disconnecting said first
engine and said first electric machine, and said second clutch
operatively disposed between said second engine rotational
connection and said sixth EM rotational connection for selectively
disconnecting said second engine and said first electric
machine.
14. A powertrain according to claim 8 further comprising third and
fourth differential mechanisms, said third differential mechanism
operatively connected between said third DF rotational connection
of said first differential mechanism and one or more of the
plurality of associated ground-engaging elements disposed on the
one of the longitudinally-opposing sides of the associated vehicle,
and said fourth differential mechanism operatively connected
between said sixth DF rotational connection of said second
differential mechanism and the one or more of the plurality of
associated ground-engaging elements disposed on the other
longitudinally-opposing side of the associated vehicle.
15. A powertrain according to claim 8 further comprising a clutch
operatively disposed between said engine rotational connection and
said first EM rotational connection, said clutch being operative to
selectively disconnect said engine and first EM rotational
connections.
16. A powertrain adapted to drive one or more of a plurality of
associated ground-engaging elements disposed along
longitudinally-opposing sides of an associated vehicle, said
powertrain comprising: at least one engine including an engine
rotational connection; a first electric machine including a first
EM rotational connection operatively connected to said engine
rotational connection; a second electric machine including a second
EM rotational connection; a third electric machine including a
third EM rotational connection; a first differential mechanism
operatively connected to said engine rotational connection, said
first EM rotational connection, said second EM rotational
connection, and one or more of the plurality of associated
ground-engaging elements disposed on one of the
longitudinally-opposing sides of the associated vehicle; a second
differential mechanism operatively connected to said engine
rotational connection, said first EM rotational connection, said
third EM rotational connection, and one or more of the plurality of
associated ground-engaging elements disposed on the other of the
longitudinally-opposing sides of the associated vehicle; and, a
power electronics module in electrical communication with at least
said first, second and third electric machines; said powertrain
configured for two or more modes of operation selected from the
group consisting of: a first mode of operation in which said
powertrain is adapted for high speed, low torque operation during
which electrical power is generated by said first electric machine
and transmitted to at least one of said second and third electric
machines to drive one or more of the plurality of associated
ground-engaging elements disposed at least one of the
longitudinally-opposing sides of the associated vehicle; a second
mode of operation in which said powertrain is adapted for operation
as a stationary electrical power generator during which rotational
output from said at least one engine is transmitted to two or more
of said first, second and third electric machines such that said
two or more of said first, second and third electric machines
generate electrical power and transmits at least a portion of said
electrical power to said power electronics module with said power
electronics module being capable of delivering electrical power to
an external power connection; a third mode of operation in which
said powertrain is adapted for low-speed, high-torque operation
during which electrical power is generated by said second and third
electric machines and transmitted to said first electric machine to
drive one or more of the plurality of associated ground-engaging
elements disposed at least one of the longitudinally-opposing sides
of the associated vehicle; and, a fourth mode of operation in which
said powertrain is adapted for engine-only operation during which
said first, second and third electric machines are electrically
inoperable and rotational output from said at least one engine is
transmitted to at least one of said first and second differential
mechanisms to drive one or more of the plurality of associated
ground-engaging elements disposed at least one of the
longitudinally-opposing sides of the associated vehicle.
17. A powertrain according to claim 16, wherein said first
differential mechanism includes first, second and third DF
rotational connections with said first DF rotational connection
being operatively connected to said engine rotational connection
and said first EM rotational connection, said second DF rotational
connection being operatively connected to said second EM rotational
connection, and said third DF rotational connection operatively
connected to drivably engage one or more of the plurality of
associated ground-engaging elements disposed on one of the
longitudinally-opposing sides of the associated vehicle; and, said
second differential mechanism includes fourth, fifth and sixth DF
rotational connections, said fourth DF rotational connection being
operatively connected to said engine rotational connection and said
first EM rotational connection, said fifth DF rotational connection
being operatively connected to said third EM rotational connection,
and said sixth DF rotational connection operatively connected to
drivably engage one or more of the plurality of associated
ground-engaging elements disposed on the other
longitudinally-opposing side of the associated vehicle.
18. A powertrain according to claim 16, wherein said at least one
engine is a first engine and said rotational connection thereof is
a first engine rotational connection, said powertrain further
comprising a second engine that includes a second engine rotational
connection, and wherein said first electric machine is operatively
connected to said second engine rotational connection of said
second engine in at least one of said two or more modes of
operation.
19. A powertrain according to claim 16, wherein said two or more
modes of operation include said first mode of operation and in
which said powertrain is configured for operation such that
rotational output from said at least one engine to can be
transmitted to said first electric machine and said first and
second differential mechanisms, said first electric machine can
generate electrical power and transmit at least a portion of said
electrical power to said power electronics module such that in said
first mode of operation said power electronics module can
distribute at least a portion of said electrical power to at least
one of said second and third electric machines and such that in
said first mode of operation said at least one of said second and
third electric machines can generate rotational output and transmit
said rotational output to a corresponding one of said first and
second differential mechanisms.
20. A powertrain according to claim 16, wherein said two or more
modes of operation include said second mode of operation and in
which said powertrain is configured for operation such that
rotational output from said at least one engine can be transmitted
to said first electric machine, and such that one or more DF
rotational connections of each of said first and second
differential mechanisms can be maintained in a non-rotatable
condition such that rotational output from said at least one engine
can be transmitted to said second and third electric machines such
that in said second mode of operation said second and third
electric machines can generate electrical power and transmit at
least a portion of said electrical power to said power electronics
module.
21. A powertrain according to claim 16, wherein said two or more
modes of operation include said third mode of operation and in
which said powertrain is configured for operation such that
rotational output from said at least one engine and said first
electric machine can be transmitted to said first and second
differential mechanisms with said first differential mechanism
transmitting rotational output to said second electric machine and
to one or more of the plurality of associated ground-engaging
elements disposed on the one longitudinally-opposing side of the
associated vehicle and with said second differential mechanism
transmitting rotational output to said third electric machine and
to the one or more of the plurality of associated ground-engaging
elements disposed on the other longitudinally-opposing side of the
associated vehicle, said second and third electric machines being
configured to generate electrical power and transmit at least a
portion of said electrical power to said power electronics module
with said power electronics module being configured in said third
mode of operation to distribute at least a portion of said
electrical power to said first electric machine.
22. A powertrain according to claim 16, wherein said two or more
modes of operation include said fourth mode of operation and in
which said powertrain is configured for operation such that said
second and third electric machines are operatively connected with
one another such that rotational output from said first and second
differential mechanisms is respectively reacted to said second and
third electric machines without relative rotation between said
second and third electric machines.
23. A powertrain according to claim 16, wherein said two or more
modes of operation include said first mode of operation and in
which said powertrain is configured for operation such that said
second and third electric machines are independently operable
relative to one another and such that said first mode of operation
includes at least one of: said second and third electric machines
are configured for operation in a common direction and at different
rotational outputs such that motive power delivered to each of
longitudinally-opposing side of the associated vehicle can be
independently controlled; and, said second and third electric
machines are configured for operation in opposing directions such
that one or more of the plurality of associated ground-engaging
elements along longitudinally-opposing side of the associated
vehicle can rotate in opposing directions.
24. A powertrain according to claim 16 further comprising a
differential shaft operatively connected between said second and
third electric motors in at least said fourth mode of operation of
said powertrain.
25. A powertrain according to claim 24, wherein said differential
shaft includes first and second shaft portions, and said powertrain
further comprises a clutch is operatively interconnected between
said first and second shaft portions, said clutch configured to be
selectively disengaged in at least one of said two or more modes of
operation of said powertrain.
Description
BACKGROUND
The subject matter of the present disclosure broadly relates to the
art of vehicle powertrains and, more particularly, to an
electrically-variable powertrain for an all-wheel drive vehicle.
The subject matter finds particular application and use in
conjunction with high-performance, all-terrain personnel transport
vehicles, and will be described herein with particular reference
thereto. However, it is to be appreciated that the subject matter
of the present disclosure is also amenable to use in other
applications and environments, such as in passenger vehicles,
light-duty trucks, sport-utility vehicles and other transport
vehicles, for example. Thus, it will be appreciated that any
specific reference herein to use in association with
high-performance, all-terrain personnel transport vehicles is
merely exemplary.
It will be appreciated that the present disclosure includes
numerous rotating components (e.g., rotors, crankshafts, axles,
gears) that can rotate at different speeds, rotate in different
directions, transmit or carry different torsional loads, and/or
transmit or carry different horsepower loads, as either inputs or
outputs. For ease of reading and understanding, terms such as
rotational connection, rotational output, rotational power source,
and the like, have been used to broadly refer to any such
rotational, torsional or power condition. Additionally, as used
herein with reference to certain elements, features, components,
structures and/or actions (e.g., "first electric machine," "second
electric machine," "first rotational connection" and "second
rotational connection"), numerical ordinals merely denote different
singles of a plurality and do not imply any order or sequence
unless specifically defined by the claim language.
Personnel transport vehicles of a variety of types and kinds are
known and commonly used. In many of such known vehicles, the
powertrain and other mechanical components are centrally located on
the vehicle typically toward the bottom side thereof. It is well
recognized that components of greater size and/or mass are often
less significantly damaged by projectiles and the discharge from
explosive ordinance than are components of lesser size and/or mass.
Though known arrangements provide some additional shielding against
discharges from ordinance positioned underneath the vehicle, known
arrangements do not utilize the mass of the powertrain components
as supplemental shielding of the personnel compartment of the
vehicle.
Additionally, known hybrid powertrains typically control the supply
of motive power to the vehicle under an axle-by-axle type of
operation. This is believed to be the case even when such a hybrid
powertrain is used on an all-wheel drive vehicle. As such, as a
vehicle is traveling on a succession of dry and icy surfaces, there
is often only a small interval during which the axles are operating
under different conditions from one another. As a vehicle is
traveling along a partially snow-covered road, one side of the
vehicle may be operating on dry pavement while the other side of
the vehicle may be operating on snow and ice. Under such
conditions, known hybrid powertrains are believed to provide less
than optimal control of the vehicle.
Furthermore, known hybrid vehicles commonly operate in a manner
that results in asymmetrical cornering of the vehicle. That is,
these vehicles are believed to operate such that the front and rear
wheels of the vehicle track along slightly different paths as the
vehicle negotiates a turn or corner. In some circumstances, such
operation may be undesirable because it could be possible for one
wheel on one side of the vehicle to avoid hitting an object laying
on the ground while the second wheel on that side of the vehicle
might contact the object, such as during a cornering maneuver, for
example.
Accordingly, it is believed desirable to develop an
electrically-variable powertrain for an all-wheel drive vehicle as
well as methods of operation that may overcome one or more of the
foregoing and other disadvantages.
BRIEF DESCRIPTION
A vehicle in accordance with the present novel concept is provided
that includes a vehicle structural assembly having a
longitudinally-extending centerline with first and second vehicle
structure portions extending along opposing sides of the
centerline. A first plurality of ground-engaging elements is
operatively disposed along the first vehicle structure portion on
one of the opposing sides of the centerline. A second plurality of
ground-engaging elements is operatively disposed along the second
vehicle structure portion on the other of the opposing sides of the
centerline. A vehicle powertrain drivably engages one or more
ground-engaging elements of each of the first and second
pluralities of ground-engaging elements. The vehicle powertrain
includes at least one engine that includes an engine rotational
connection. The vehicle powertrain also includes a first electric
machine. The first electric machine includes a first EM rotational
connection that is operatively connected to the engine rotational
connection. The vehicle powertrain also includes second and third
electric machines. The second electric machine includes a second EM
rotational connection and the third electric machine includes a
third EM rotational connection. The vehicle powertrain further
includes first and second differentials. The first differential
includes first, second and third DF rotational connections. The
first DF rotational connection is operatively connected to the
engine rotational connection and the first EM rotational
connection. The second DF rotational connection is operatively
connected to the second EM rotational connection. The third DF
rotational connection is operatively connected to drivably engage
the first plurality of ground-engaging elements on one opposing
side of the centerline. The second differential includes fourth,
fifth and sixth DF rotational connections. The fourth DF rotational
connection is operatively connected to the engine rotational
connection and the first EM rotational connection. The fifth DF
rotational connection is operatively connected to the third EM
rotational connection. The sixth DF rotational connection is
operatively connected to drivably engage the second plurality of
ground engaging elements on the other opposing side of the
centerline.
A powertrain in accordance with the present novel concept that is
adapted to drive associated ground-engaging elements disposed along
longitudinally-opposing sides of an associated vehicle is provided
that includes at least one engine having an engine rotational
connection. A first electric machine includes a first EM rotational
connection that is operatively connected to the engine rotational
connection. A second electric machine includes a second EM
rotational connection and a third electric machine includes a third
EM rotational connection. A first differential mechanism includes
first, second and third DF rotational connections. The first DF
rotational connection is operatively connected to the engine
rotational connection and the first EM rotational connection. The
second DF rotational connection is operatively connected to the
second EM rotational connection. The third DF rotational connection
is operatively connected to drivably engage one or more of the
associated ground-engaging elements disposed on one
longitudinally-opposing side of the associated vehicle. A second
differential mechanism includes fourth, fifth and sixth DF
rotational connections. The fourth DF rotational connection is
operatively connected to the engine rotational connection and the
first EM rotational connection. The fifth DF rotational connection
is operatively connected to the third EM rotational connection. The
sixth DF rotational connection is operatively connected to drivably
engage one or more associated ground-engaging elements disposed on
the other longitudinally-opposing side of the associated
vehicle.
A method of powering of vehicle in accordance with the present
novel concept is provided that includes providing a vehicle
structural assembly including a longitudinally-extending centerline
and opposing vehicle structure sides. The method also includes
providing first and second pluralities of ground-engaging elements
with the first plurality of ground-engaging elements disposed along
one opposing vehicle structure side and the second plurality of
ground-engaging elements disposed along the other opposing vehicle
structure side. The method also includes providing a vehicle
powertrain including a first engine, a first electric machine, a
second electric machine, a third electric machine, and first and
second differentials. The method further includes transmitting
rotational output from at least the first engine to the first and
second differentials. The method also includes transmitting
rotational output from at least one of the first electric machine
and the second electric machine to the first differential and
transmitting rotational output from at least one of the first
electric machine and the third electric machine to be second
differential. The method further includes transmitting rotational
output from the first differential to the first plurality of
ground-engaging elements to operatively drive one of the opposing
vehicle structure sides and transmitting rotational output from the
second differential to the second plurality of ground-engaging
elements to operatively drive the other of the opposing vehicle
structure sides.
A method of generating electrical power from a vehicle is provided
that includes providing a vehicle structural assembly including a
longitudinally-extending centerline and opposing vehicle structure
sides. The method also includes providing first and second
pluralities of ground-engaging elements with the first plurality of
ground-engaging elements disposed along one of the opposing vehicle
structure sides and the second plurality of ground-engaging
elements disposed along the other of the opposing vehicle structure
sides. The method further includes providing a vehicle powertrain
that includes a first engine, a first electric machine, a second
electric machine, a third electric machine, and first and second
differentials. The method also includes rotationally affixing the
first and second pluralities of ground-engaging members such that
rotational output from the first and second differentials can be
respectively transmitted to the second and third electric machines.
The method further includes transmitting rotational output from at
least the first engine to at least one of the first electric
machine, the first differential and the second differential. The
method also includes generating electrical power at least one of
the first, second and third electric machines in response to the
rotational output from the first engine.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic representation of one exemplary embodiment of
a powertrain in accordance with the present novel concept shown
operatively disposed on a vehicle.
FIG. 2 illustrates one exemplary method of powering a vehicle in
accordance with the present novel concept.
FIG. 2A illustrates another exemplary method of powering a vehicle
in accordance with the present novel concept.
FIG. 3 is a schematic representation of another exemplary
embodiment of a powertrain in accordance with the present novel
concept shown operatively disposed on a vehicle.
FIG. 4 illustrates still another exemplary method of powering a
vehicle in accordance with the present novel concept.
FIG. 5 is a schematic representation of still another exemplary
embodiment of a powertrain in accordance with the present novel
concept shown operatively disposed on a vehicle.
FIG. 6 illustrates yet another exemplary method of powering a
vehicle in accordance with the present novel concept.
FIG. 6A illustrates a further exemplary method of powering a
vehicle in accordance with the present novel concept.
FIG. 6B illustrates still a further exemplary method of powering a
vehicle in accordance with the present novel concept
FIG. 7 is a schematic representation of a further exemplary
embodiment of a powertrain in accordance with the present novel
concept shown operatively disposed on a vehicle.
FIG. 8 illustrates yet a further exemplary method of powering a
vehicle in accordance with the present novel concept.
FIG. 8A illustrates a method of generating electrical power using a
vehicle that includes a powertrain in accordance with the present
novel concept.
DETAILED DESCRIPTION
Turning now to the drawings wherein the showings are for the
purpose of illustrating exemplary embodiments of the present novel
concept and which are not intended as a limitation of the same,
FIGS. 1, 3, 5 and 7 each illustrate a vehicle that includes a
vehicle structural assembly, such as a vehicle body, frame or
chassis, for example. The vehicles include longitudinally-spaced
first or forward ends FND and second or rearward ends RND and are
also shown as including a longitudinally-extending centerline CTL
that generally defines opposing first and second sides SD1 and SD2
of the vehicle.
The vehicle structural assemblies can be supported on an unsprung
mass that can include a plurality of ground-engaging elements, such
as wheels or linked tracks, for example, that are supported along
each of opposing sides SD1 and SD2 of the vehicle. The unsprung
mass can also include one or more structural members or other
components, such as support arms (not shown), for example,
operatively connecting the plurality of ground-engaging elements to
the vehicle structural assembly. It will be appreciated that the
pluralities of ground-engaging elements (e.g., wheels or linked
tracks) as well as the structural members or other components
operatively connecting the pluralities of ground-engaging elements
to the sprung mass of the vehicle (e.g., a vehicle structural
assembly) can be of any suitable type, kind and/or
configuration.
Furthermore, the plurality of ground-engaging elements of the
vehicles in each of FIGS. 1, 3, 5 and 7 is shown as including four
ground-engaging elements with two of the ground-engaging elements
disposed along each of the two opposing sides SD1 and SD2. However,
it will be appreciated that any suitable number of ground-engaging
elements could alternately be used. In the exemplary embodiments
shown, the four ground-engaging elements are spaced from one
another such that one ground-engaging element is disposed toward
the forward and rearward corners of each of the opposing sides of
the vehicle. Thus, the vehicle in FIG. 1 is also shown with a
midpoint MPT disposed along centerline CTL approximately midway
between the forward and rearward ground-engaging elements. It will
be appreciated that the vehicles in FIGS. 3, 5 and 7 will have
similar midpoints, though the same are not shown in the drawing
figures.
With more specific reference to FIG. 1, a vehicle 100 includes a
vehicle structural assembly 102 with a first plurality of
ground-engaging elements, such as wheels 104A and 104B, for
example, disposed along first side SD1 and a second plurality of
ground-engaging elements, such as wheels 104C and 104D, for
example, disposed along second side SD2. Vehicle 100 also includes
a powertrain 106 that is supported on vehicle structural assembly
102 and is operatively connected to drivably engage the plurality
of ground-engaging elements (e.g., wheels 104A-D).
Powertrain 106 includes an engine 108 that is supported on or along
structural assembly 102, and can be of any suitable type, kind
and/or configuration. For example, engine 108 could be an internal
combustion engine having one or more reciprocating pistons or,
alternately, could be a rotary internal combustion engine.
Additionally, engine 108 can be operable on any type or kind of
fuel, such as gasoline, diesel, hydrogen, ethanol, biodiesel, for
example, or any other suitable fuels or combination of fuels.
Furthermore, an engine operating on a different thermodynamic cycle
could alternately be used, such as a sterling cycle engine, for
example. In one embodiment, engine 108 is a multi-cylinder internal
combustion engine having an output power within a range of from
about 50 hp to about 1000 hp. Additionally, normally aspirated
engines or, alternately, engines utilizing forced air induction
(e.g., turbo-charging, super-charging) can be used.
Powertrain 106 also includes a first, second and third electric
machines, which are indicated in FIG. 1 by reference numbers 110,
112 and 114, respectively. The first, second and third electric
machines are supported on or along structural assembly 102 in a
suitable manner. Additionally, the first, second and third electric
machines can be of any suitable type, kind or construction, and can
include any suitable performance characteristics or specifications.
Furthermore, the first, second and third electric machines can be
of the same or different size, speed and/or power output relative
to one another. In one exemplary embodiment, the second and third
electric machines are substantially similar to one another and have
a nominal power output that is approximately half the nominal power
output of the first electric machine. In another exemplary
embodiment, the second and third electric machines can have a
nominal power output that is approximately one-quarter of the
nominal power output of the first electric machine.
Engine 108 includes an engine rotational connection 116 and can
optionally include a clutch (not shown) for selectively disengaging
the engine from rotational connection 116. First electric machine
110 includes a first EM rotational connection 118. In the exemplary
embodiment shown, the engine and the first electric machine are
supported on or along vehicle structural assembly 102 in
approximately parallel relation such that engine rotational
connection 116 and first EM rotational connection 118 are disposed
adjacent one another. A first transmission 120 is operatively
connected between engine rotational connection 116 and first EM
rotational connection 118. In the exemplary embodiment shown, first
transmission 120 is a fixed ratio transmission that is operable to
maintain a ratio of angular velocities between the engine and the
first electric machine. It will be appreciated that the ratio of
the first transmission can be selected based upon the desired
output and other performance characteristics of a given application
and/or use of powertrain 106. Alternately, a variable ratio
transmission could optionally be used. In either case, first
transmission 120 includes a rotational connection 122 that
transmits the resulting or combined rotational output from the
engine and first electric machine.
Powertrain 106 also includes first and second differentials or
differential mechanisms 124 and 126. First differential 124
includes three rotational connections, which are respectively
referred to herein as first, second and third rotational
connections 128, 130 and 132. Similarly, second differential
includes three rotational connections, which are respectively
referred to as fourth, fifth and sixth rotational connections 134,
136 and 138. In the embodiment shown in FIG. 1, the resulting
output from the engine and the first electric machine is delivered
from rotational connection 122 to first and second differentials
124 and 126. It will be appreciated that the transmission of the
resulting rotational output to the first and second differentials
can be achieved in any suitable manner. For example, a second
transmission 140 that includes suitably sized transmission elements
(e.g., gears) can be operatively connected between rotational
connection 122 and the first and fourth rotational connections of
the first and second differentials, respectively. In one exemplary
embodiment, it may be desirable to transfer the resulting
rotational output from the engine and the first electric machine
equally between the first and second differentials. In such case,
second transmission 140 can include two substantially identical
gears that are operatively interconnected between rotational
connection 122 and rotational connections 128 and 134. In practice
first transmission 120 ad second transmission 140 can be located or
otherwise disposed in a common housing (not shown).
Second electric machine 112 includes a rotational connection 142
and third electric machine 114 also includes a rotational
connection 144. In the exemplary embodiment shown in FIG. 1,
rotational connection 142 is operatively connected to rotational
connection 132 of first differential 124 and rotational connection
144 is operatively connected to rotational connection 138 of second
differential 126. As such, rotational output can be transferred
between the first differential and the second electric motor as
well as between the second differential and third electric
motor.
In the exemplary embodiment shown in FIG. 1, powertrain 106 also
includes third and fourth differentials or differential mechanisms
146 and 148, which are operatively connected for drivably engaging
one or more of the plurality of ground-engaging elements of the
vehicle. Third differential 146 includes three rotational
connections, which are respectively indicated herein by reference
numbers 150, 152 and 154. Similarly, fourth differential 148
includes three rotational connections, which are respectively
indicated herein by reference numbers 156, 158 and 160. Rotational
connection 130 of first differential 124 is operatively connected
to rotational connection 150 of third differential 146.
Additionally, rotational connection 136 of second differential 126
is operatively connected to rotational connection 156 of fourth
differential 148.
Rotational output from third and fourth differentials 146 and 148
can be transferred to and/or from the ground-engaging elements
(e.g., wheels 104A-D) in any suitable manner. For example, as shown
in FIG. 1, the ground-engaging elements can include final
transmissions 162 that are drivably connected to rotational
connections 152, 154, 158 and 160 for transferring rotational
output therefrom. It will be appreciated, however, that any other
suitable configuration and/or arrangement could ultimately be
used.
One advantage of using a powertrain such at that shown in FIG. 1 is
that the powertrain provides the capability to substantially
independently control the motive power delivered to each of the two
different sides of the vehicle. One exemplary method 200 of
powering a vehicle using a powertrain in accordance with the
present novel concept, such as powertrain 106, for example, is
shown in FIG. 2. Method 200 includes generating rotational output
using engine ENG, as indicated by arrow 202. Method 200 also
includes transmitting a first portion of the rotational output to
first electric machine EM1, as indicated by arrow 204. The method
also includes transmitting a second portion of the rotational
output to differential mechanisms DF1 and DF2, as is respectively
indicated by arrows 206 and 208. Method 200 further includes
transmitting rotational output from first differential mechanism
DF1 to third differential mechanism DF3, as is indicated by arrow
210. Method 200 also includes transmitting rotational output from
second differential mechanism DF2 to fourth differential mechanism
DF4, as indicated by arrow 212. Method 200 also includes
transmitting rotational output from third and fourth differential
mechanisms DF3 and DF4 to the respective ground-engaging elements,
as indicated by arrows 214.
Method 200 further includes generating electrical power using the
rotational output transmitted from along arrow 204 to first
electric machine EM1 and transmitting the electrical power to
suitable power electronics PE, as indicated by dashed arrow 216.
Method 200 also includes selectively transmitting electrical power
from power electronics PE to second and/or third electric machines
EM2 and/or EM3, as indicated by dashed arrows 218 and 220,
respectively. Method 200 further includes transmitting rotational
output from second and third electric machines EM2 and EM3
respectively to first and second differential mechanisms DF1 and
DF2, as indicated by arrows 222 and 224. This additional rotational
output is transmitted to third and fourth differential mechanisms
DF3 and DF4 for respective transfer to sides SD1 and SD2 of the
vehicle. Due at least in part to the characteristics of this
additional rotational output, this method of operation is well
suited for higher speed operation of the vehicle. Method 200 ca
further include selectively transferring electrical energy to
and/or from storage device STD, as indicated by dashed arrow
226.
As indicated by directional arrows AR1 in FIG. 2, it will be
appreciated that both sides SD1 and SD2 of the vehicle are being
driven in the same direction during operation according to method
200. Another benefit of using a powertrain in accordance with the
present novel concept, such as powertrain 106, for example, is that
under certain operating conditions it is possible to cause the
vehicle to swing around a vertical axis thereof (e.g., an axis
through midpoint MPT) to thereby change (e.g., reverse) the
direction of the vehicle. More specifically, by reversing the
rotational direction of one of the second and third electric
machines, the rotational direction of the rotational output from
the corresponding differential mechanisms is likewise reversed.
This results in the associated ground-engaging elements rotating in
the opposite direction.
One exemplary method of powering a vehicle in such a manner is
illustrated in FIG. 2A as method 200'. It will be appreciated that
method 200' is substantially similar to method 200 discussed above
with regard to FIG. 2. Method 200' differs from method 200 in that
the rotational transmissions represented by arrows 212', 214' and
224' are in the opposing rotational direction. Thus, directional
arrows AR1 that were associated with third electric machine EM3,
second differential mechanism DF2 and ground-engaging elements GE3
and GE4 have been replaced by directional arrows AR2, indicating
operation of these components in the opposing direction. As a
result of ground-engaging elements GE1 and GE2 rotating in a first
direction and ground-engaging elements GE3 and GE4 rotating in an
opposing direction, the vehicle can pivot or otherwise swing about
a vertical axis, such as an axis extending through midpoint MPT in
FIG. 1, for example.
Turning now to FIG. 3, another exemplary embodiment of a vehicle
300 in accordance with the present novel concept is shown therein
that includes a vehicle structural assembly 302 with a first
plurality of ground-engaging elements, such as wheels 304A and
304B, for example, disposed along first side SD1 and a second
plurality of ground-engaging elements, such as wheels 304C and
304D, for example, disposed along second side SD2. Vehicle 300 also
includes a powertrain 306 that is supported on vehicle structural
assembly 302 and is operatively connected to drivably engage the
first and second pluralities of ground-engaging elements (e.g.,
wheels 304A-D).
Powertrain 306 is shown in FIG. 3 as including an engine 308, a
first electric machine 310, a second electric machine 312, a third
electric machine 314 as well as first and second differentials 316
and 318, respectively. It will be appreciated that powertrain 306
is substantially similar to powertrain 106 shown in and discussed
with regard to FIG. 1. As such, the features and elements relating
to the rotational interconnections thereof are not repeated
here.
Vehicle 300 differs from vehicle 100 in that vehicle 300 is
equipped with an all-wheel steering system (not shown) that permits
ground-engaging elements on the same side of the vehicle to be
steered at the same angle. A central tire inflation system (not
shown) or other similar arrangement can optionally be included to
assist in maintaining a common rolling radius, if pneumatic wheels
are used as ground-engaging elements. Accordingly, the speed of
both of the wheels or other ground-engaging elements on a given
side of the vehicle will be the approximately equal. Thus, third
and fourth differentials 146 and 148, which were utilized in FIG. 1
to permit ground-engaging elements on a given side of the vehicle
to have different speeds, have been eliminated from powertrain 306.
As such, first and second differentials 316 and 318 are operatively
connected to drivably engage the plurality of ground-engaging
elements on respective sides of the vehicle.
First and second differentials 316 and 318 respectively include
three rotational connections, as discussed above with regard to
differentials 124 and 126. For purposes of the present discussion,
only one rotational connection of each of first and second
differentials 316 and 318 is identified in FIG. 3, which rotational
connections are identified by reference numbers 320 and 322. It
will be appreciated that first and second differentials 316 and 318
can drivably engage the plurality of ground-engaging elements in
any suitable manner. For example, drive shafts 324 and 326 can be
disposed along opposing sides of the vehicle with intermediate
transmissions 328 and 330, respectively, operatively engaging
rotational connections 320 and 322 of the first and second
differentials. The drive shafts can then be operatively connected
to the ground-engaging elements and any suitable manner, such as by
using final transmissions 332, for example.
Another exemplary method 400 of powering a vehicle using a
powertrain in accordance with the present novel concept, such as
powertrain 306, for example, is shown in FIG. 4. Method 400
includes generating rotational output using engine ENG, as
indicated by arrow 402. Method 400 also includes transmitting a
first portion of the rotational output to first electric machine
EM1, as indicated by arrow 404. The method also includes
transmitting a second portion of the rotational output to
differential mechanisms DF1 and DF2, as is respectively indicated
by arrows 406 and 408. Method 400 further includes transmitting
rotational output from first differential mechanism DF1 to
ground-engaging elements GE1 and GE2 on or along side SD1, as is
indicated by arrows 410. Method 400 also includes transmitting
rotational output from second differential mechanism DF2 to
ground-engaging elements GE3 and GE4 on or along side SD2, as
indicated by arrow 412.
Method 400 further includes generating electrical power using the
rotational output transmitted from along arrow 404 to first
electric machine EM1 and transmitting the electrical power to
suitable power electronics PE, as indicated by dashed arrow 414.
Method 400 also includes selectively transmitting electrical power
from power electronics PE to second and/or third electric machines
EM2 and/or EM3, as indicated by dashed arrows 416 and 418,
respectively. Method 400 further includes transmitting rotational
output from second and third electric machines EM2 and EM3
respectively to first and second differential mechanisms DF1 and
DF2, as indicated by arrows 420 and 422. This additional rotational
output is transmitted from the differential mechanisms to the
ground-engaging elements along respective sides SD1 and SD2 of the
vehicle. Furthermore, method 400 can optionally include selectively
transferring electrical energy to and/or from storage device STD,
as indicated by dashed arrow 424.
In use on a vehicle that includes an all-wheel steering function,
such as vehicle 300, for example, method 400 can operate to
selectively vary the rotational output from one of the second and
third electric machines. This, in turn, varies the rotational
output at the corresponding ground-engaging elements associated
with that side of the vehicle, which permits the more effective use
of the all-wheel steering function without the use of additional
differentials mechanisms, such as third and fourth differentials
146 and 148 in FIG. 1, for example. As shown in FIG. 4, second
electric machine EM2 is operating at a greater speed than third
electric machine EM3. Accordingly, directional arrows AR1
associated with the second electric machine and side SD1 are shown
as being of greater length than directional arrows AR3, which are
associated with third electric machine and side SD2.
Turning, now, to FIG. 5, a further exemplary embodiment of a
vehicle 500 in accordance with the present novel concept is shown
that includes a vehicle structural assembly 502 with a first
plurality of ground-engaging elements, such as wheels 504A and
504B, for example, disposed along first side SD1 and a second
plurality of ground-engaging elements, such as wheels 504C and
504D, for example, disposed along second side SD2. Vehicle 500 also
includes a powertrain 506 that is supported on vehicle structural
assembly 502 and is operatively connected to drivably engage the
first and second pluralities of ground-engaging elements (e.g.,
wheels 504A-D).
Powertrain 506 is shown in FIG. 5 as including an engine 508, a
first electric machine 510, a second electric machine 512, a third
electric machine 514, a first differential 516 and a second
differential 518 as well as driveshafts 520 and 522, intermediate
transmissions 524 and 526, and final transmissions 528. As such, it
will be appreciated that powertrain 506 is substantially similar to
powertrain 306 shown in and discussed with regard to FIG. 3.
Accordingly, the features and elements related to the operation and
rotational interconnections thereof are not repeated here.
Powertrain 506 differs from powertrains 106 and 306 discussed above
in that second and third electric machines 512 and 514 are capable
of being mechanically interconnected to provide additional modes of
operation and/or performance characteristics. It will be
appreciated that the second and third electric Machines can be
selectively mechanically interconnected in any suitable manner.
In the exemplary embodiment shown in FIG. 5, second electric
machine 512 includes a first rotational connection (not numbered)
operatively connected to first differential 516 and a second
rotational connection 530 generally opposite the first rotational
connection. Similarly, third electric machine 514 includes a second
rotational connection 532 disposed generally opposite the first
rotational connection (not numbered), which first rotational
connection is operatively connected to second differential 518.
Powertrain 506 also includes a differential shaft 534 that
operatively interconnects second rotational connections 530 and
532. Again, it will be appreciated that such interconnections can
be of any suitable type, kind and/or configuration. For example,
fixed ratio transmissions 536 and 538 can be included between the
differential shaft and the second rotational connections of the
second and third electric machines, respectively. Additionally, one
or more clutches 540 (or other suitable devices) can be provided
along differential shaft 534 or otherwise operatively connected
between the second rotational connections of the second and third
electric machines.
Clutch 540 provides the capability for the second rotational
connections to be selectively rotatable relative to one another,
which permits the powertrain to employ several different modes of
operation. As one example, permitting relative rotation of the
second rotational connections of the second and third electric
machines provides side-to-side mechanical differential action for
accommodating different speeds of the two different sides of a
vehicle, such as might be experienced when the vehicle is turning
or cornering, for example. As another example, the second and third
electric machines can be used to add rotational power to or
subtract rotational power from one or both of the sides of the
vehicle to provide increased directional control of the vehicle
(i.e., increased steering capability). As a further example,
utilizing the differential shaft and clutch to interconnect the
second rotational connections of the second and third electric
machines can result in a reaction torque being generated between
the second and third electric machines that permits the engine to
provide motive force to the vehicle without the use of any of the
first, second or third electric machines. As still another example,
the second and third electric machines can be coupled together by
way of the differential shaft such that reaction torque from one
differential can be transmitted to both of the second and third
electric machines, which can permit additional electrical power to
be generated thereby.
A further exemplary method 600 of powering a vehicle using a
powertrain in accordance with the present novel concept, such as
powertrain 506, for example, is shown in FIG. 6. Method 600
includes generating rotational output using engine ENG, as
indicated by arrow 602. Method 600 also includes generating
rotational output using first electric machine EM1, as indicated by
arrow 604. The method also includes transmitting the rotational
output from engine ENG and first electric machine EM1 to
differential mechanisms DF1 and DF2, as is respectively indicated
by arrows 606 and 608. Method 600 further includes delivering a
first portion of the rotational output from first differential
mechanism DF1 to ground-engaging elements GE1 and GE2 on or along
side SD1, as is indicated by arrows 610. Method 600 also includes
delivering a first portion of the rotational output from second
differential mechanism DF2 to ground-engaging elements GE3 and GE4
on or along side SD2, as indicated by arrow 612.
Method 600 further includes delivering a second portion of the
rotational output from first differential mechanism DF1 to second
electric machine EM2 and delivering a second portion of the
rotational output from second differential mechanism DF2 to third
electric machine EM3, as is respectively indicated by arrows 614
and 616. Method 600 also includes generating electrical power using
electric machines EM2 and EM3 from the rotational output delivered
thereto from along arrows 614 and 616, respectively, and
transmitting the electrical power to suitable power electronics PE,
as indicated by dashed arrows 618 and 620. Method 600 includes
selectively transmitting electrical power from power electronics PE
to first electric machine EM1, as indicated by dashed arrow 622,
which electrical power can be used to generate the rotational
output indicated by arrow 604. Furthermore, method 600 can
optionally include selectively transferring electrical energy to
and/or from storage device STD, as indicated by dashed arrow
624.
Method 600 in FIG. 6 illustrates operation of a vehicle in a mode
that is well suited for relatively low vehicle speeds. At such
relatively low speeds, the torque output capacity of first electric
motor EM1 can be utilized, such as to accelerate the vehicle or for
use over rough terrain, for example. During such operation, the
second and third electric machines are operatively disconnected
from one another, as indicated by arrows 626A and 626B, such that
first and second electric machines EM2 and EM3 can rotate
independently of one another, as indicated by directional arrows
AR4. According, sides SD1 and SD2 of the vehicle can operate at
different speeds, as indicated by directional arrows AR1 and
AR3.
Still a further exemplary method 700 of powering a vehicle using a
powertrain in accordance with the present novel concept, such as
powertrain 506, for example, is shown in FIG. 6A. Method 700
includes generating rotational output using engine ENG, as
indicated by arrow 702. Method 700 differs from method 600,
however, in that method 700 permits motive power to be provided to
the vehicle without the use of the first, second or third electric
machines. Method 700 also include delivering substantially all of
the rotational output from engine ENG to at least one of
differential mechanisms DF1 and DF2, as is respectively indicated
by arrows 704 and 706. Method 700 can further include delivering
substantially all of the rotational output from first differential
mechanism DF1 to at least one of ground-engaging elements GE1 and
GE2 on or along side SD1, as is indicated by arrows 708. Method 700
can also optionally include delivering substantially all of the
rotational output from second differential mechanism DF2 to one or
more of ground-engaging elements GE3 and GE4 on or along side SD2,
as indicated by arrow 710.
In FIG. 6A, method 700 indicates that second and third electric
machines are operatively connected to one another, as indicated by
arrow 712. As such, rotational output (i.e., reaction torque) from
first and second differentials DF1 and DF2 is respectively reacted
to the second and third electric machines, as indicated by arrows
714 and 716. However, because second and third electric machines
EM2 and EM3 are operatively coupled together, no substantial
rotational motion occurs between the second and third electric
machines, as indicated by counter-rotating directional arrows AR5.
Even without the operation of the first, second and third electric
machines, however, the vehicle is capable of operation under engine
power, as indicated by directional arrows AR1.
Another exemplary method 800 of powering a vehicle using a
powertrain in accordance with the present novel concept, such as
powertrain 506, for example, is shown in FIG. 6B. Method 800
includes generating rotational output using engine ENG, as
indicated by arrow 802 and generating rotational output using first
electric machine EM1, as indicated by arrow 804. The method also
includes delivering substantially all of the rotational output from
engine ENG and first electric machine EM1 to differential mechanism
DF1, as is indicated by arrow 806. Method 800 further includes
delivering a first portion of the rotational output from first
differential mechanism DF1 to ground-engaging elements GE1 and GE2
on or along side SD1, as is indicated by arrows 808.
FIG. 6B represents a method of powering the ground-engaging
elements on or along only one side of a vehicle, such as side SD1,
for example. Such a mode of operation may be useful when the
vehicle is primarily supported by only two wheels, such as when the
vehicle is stranded on a rock or other ground feature, for example.
As such, no rotational output is shown being delivered to second
differential DF2 or ground-engaging elements GE3 and GE4
corresponding thereto. As such, no rotational output is being
delivered to third electric motor EM3 from the second
differential.
Method 800 also includes, however, delivering a portion of the
rotational output from first differential mechanism DF1 to second
electric machine EM2, as indicated by arrow 810. Method 800 also
includes generating electrical energy using second electric machine
EM2 from at least a portion of the rotational output delivered
thereto and transmitting the electrical energy to suitable power
electronics PE, as indicated by dashed arrow 812. Method 800 also
includes selectively delivering electrical power to first electric
machine EM1 from power electronics PE, as indicated by arrow
814.
Method 800 can also optionally include operatively interconnecting
second and third electric machines EM2 and EM3, such as by engaging
clutch 540 of differential shaft 534, for example. As a result of
this interconnection, rotational motion can be transmitted from
second electric machine EM2 to third electric machine as indicated
by directional arrows AR6. Accordingly, additional rotational
output from first differential mechanism DF1 can be reacted or
otherwise transmitted to third electric machine EM3 via second
electric machine EM2, as indicated by arrow 816. As such, method
800 can also optionally include generating electrical power using
third electric machine EM3 and transmitting the electrical power to
power electronics PE, as indicated by arrow 818. This additional
electrical power can also be transmitted to first electric machine
EM1, as indicated by arrow 814, such as for increasing the
rotational output being generated thereby, for example.
With reference to FIG. 7, a vehicle 900 includes a vehicle
structural assembly 902 with a first plurality of ground-engaging
elements, such as wheels 904A and 904B, for example, disposed along
first side SD1 and a second plurality of ground-engaging elements,
such as wheels 904C and 904D, for example, disposed along second
side SD2. Vehicle 900 also includes a powertrain 906 that is
supported on vehicle structural assembly 902 and is operatively
connected to drivably engage the first and second pluralities of
ground-engaging elements (e.g., wheels 904A-D). As shown in FIG. 7,
vehicle structural assembly 902 includes a personnel or operator
compartment 906 that is disposed within or at least partially
enclosed by the vehicle structural assembly. It will be appreciated
that personnel compartment 906 can be of any suitable shape, size
and/or configuration as may be useful for receiving a vehicle
operator and, optionally, one or more additional personnel and/or
cargo. As shown in the present exemplary embodiment, compartment
906 can include opposing front and rear walls 906A and 906B,
respectively, as well as opposing side walls 906C and 906D.
Powertrain 908 includes a first engine 910 that is supported on
structural assembly 902 along side SD1 thereof, and can be of any
suitable type, kind, size and/or configuration. Powertrain 908 also
includes a second engine 912 that is supported on structural
assembly 902 along side SD2 thereof, and can also be of any
suitable type, kind, size and/or configuration. It will be
appreciated that first and second engines 910 and 912 can be of the
same or different sizes and/or configurations, without limitation.
For example, first engine 910 is shown in FIG. 9 as being a four
cylinder engine whereas second engine 912 is shown as being a six
cylinder engine.
Powertrain 908 also includes a first electric machine 914 that is
operatively connected between first and second engines 910 and 912.
It will be appreciated that the first electric machine can be
operatively connected between the first and second engines in any
suitable manner. For example, in the embodiment shown in FIG. 7,
first and second engines 910 and 912 respectively include
rotational connections 916 and 918. Additionally, first electric
machine includes opposing rotational connections 920 and 922. A
transmission 924 is operatively connected along each of rotational
connections 916 and 918, and transmission shafts 926 and 928 are
operatively connected between the transmissions and respective ones
of rotational connections 920 and 922. Furthermore, powertrain 908
can also include one or more clutches 930 disposed between the
first and second engines and the first electric machine. Such
clutches can be provided in any suitable manner to operatively
disconnect the first engine from the first electric machine and the
second engine from the first electric machine.
Powertrain 908 also includes a first differential 932 that is
supported along side SD1 of the vehicle and a second differential
934 that is supported along side SD2 of the vehicle. First and
second differentials 932 and 934 are each shown as being
operatively connected to first engine 908, second engine 910 and
first electric machine 912 by way of transmissions 924. As such, a
portion of the total combined rotational output from the engines
and first electric machine can be transmitted to one or both of the
differentials.
First differential 932 includes three rotational connections, which
are indicated in FIG. 7 by reference characters 936, 938 and 940.
Similarly, second differential 934 includes three rotational
connections, which are indicated in FIG. 7 by reference, characters
942, 944 and 946. Rotational connections 936 and 942 are
operatively connected to the engines and the first electric
machine, as discussed above. Powertrain 908 also includes a second
electric machine 948 that has two rotational connections, which are
indicated by reference numbers 950 and 952. Powertrain 908 also
includes a third electric machine 954 that also has two rotational
connections, which are indicated by reference numbers 956 and 958.
Rotational connections 938 and 952 respectively of first
differential 932 and second electric machine 948 are operatively
connected to one another. Additionally, rotational connections 944
and 956 respectively of second differential 934 and third electric
machine 954 are operatively connected to one another. Rotational
connections 940 and 946 respectively of first and second
differentials 932 and 934 are operatively connected to drivably
engage one or more of the plurality of ground-engaging elements on
each of the respective sides of the vehicle, as discussed above
with regard to other embodiments. In one exemplary arrangement,
transmission shafts 960, intermediate transmissions 962 and final
transmissions 964 can be used, such as has been discussed above in
detail.
As discussed above with regard to powertrain 506 in FIG. 5, for
example, second and third electric machines 948 and 954 are capable
of being mechanically interconnected to provide different modes of
operation and/or performance characteristics. It will be
appreciated that the second and third electric machines can be
selectively mechanically interconnected in any suitable manner. In
the exemplary embodiment shown in FIG. 7, powertrain 908 includes a
differential shaft 966 that operatively interconnects rotational
connections 952 and 958 of second and third electric machines 948
and 954, respectively. Again, it will be appreciated that such
interconnections can be of any suitable type, kind and/or
configuration. For example, transmissions 968 and 970 can be
included between the differential shaft and the second rotational
connections of the second and third electric machines,
respectively. Additionally, clutches 972 and 974 (or other suitable
devices) can be provided between the respective transmissions and
rotational connections of the second and third electric
machines.
It will be appreciated that powertrain 908 is similar to powertrain
506 discussed in detail above and can operate substantially similar
thereto. One difference between powertrain 908 and powertrain 506
is that the components of powertrain 908 are disposed outwardly
around personnel compartment 906. Thus, the components of the
powertrain are thereby capable of providing additional protection
and/or shielding along two or more of walls 906A-D of the personnel
compartment. Another difference is that a second engine is provided
in powertrain 908. As such, the vehicle has improved capability to
withstand damage to one side of the vehicle and still remain
drivable, such as while using only about half of the powertrain
components (e.g., those components disposed along the undamaged
side of the vehicle). Still a further difference is that clutch 540
in powertrain 506 can experience differential shaft portions
rotating at full speed in different directions, whereas clutches
972 and 974 may experience about half of the speed due to the
position thereof along the operative connection.
Still another exemplary method 1000 of powering a vehicle using a
powertrain in accordance with the present novel concept, such as
powertrain 908, for example, is shown in FIG. 8. Method 1000
includes generating rotational output using at least one of first
engine ENG1, as indicated by arrow 1002, and second engine ENG2, as
indicated by arrow 1004. Method 1000 also includes transmitting a
first portion of the rotational output to first electric machine
EM1, as indicated by arrow 1006. The method also includes
transmitting a second portion of the rotational output to
differential mechanisms DF1 and DF2, as is respectively indicated
by arrows 1008 and 1010. Method 1000 further includes transmitting
rotational output from first differential mechanism DF1 and second
differential mechanism DF2 to the respective ground-engaging
elements, as indicated by arrows 1012.
Method 1000 further includes generating electrical power using the
rotational output transmitted from along arrow 1006 to first
electric machine EM1 and transmitting the electrical power to
suitable power electronics PE, as indicated by dashed arrow 1014.
Method 1000 also includes selectively transmitting electrical power
from power electronics PE to second and/or third electric machines
EM2 and/or EM3, as indicated by dashed arrows 1016 and 1018,
respectively. Method 1000 further includes transmitting rotational
output from second and third electric machines EM2 and EM3
respectively to first and second differential mechanisms DF1 and
DF2, as indicated by arrows 1020 and 1022. This additional
rotational output is transmitted to the ground-engaging elements
disposed along sides SD1 and SD2 of the vehicle. Furthermore,
method 1000 can optionally include selectively transferring
electrical energy to and/or from storage device STD, as indicated
by dashed arrow 1024.
Method 1000 in FIG. 8 illustrates operation of a vehicle in a mode
that is well suited for relatively high speed travel. At such
relatively high speeds, the rotational output of the second and
third electric motors is utilized, such as to maintain higher
angular velocities of the powertrain components, for example.
During such operation, the second and third electric machines are
operatively disconnected from one another, as indicated by arrows
1026A and 1026B, such that first and second electric machines EM2
and EM3 can rotate independently of one another, as indicated by
directional arrows AR4. This provides a mechanical differential
action such that sides SD1 and SD2 of the vehicle can operate at
different speeds, as indicated by directional arrows AR1 and
AR3.
With reference to FIG. 8A, one exemplary method 1100 of generating
electrical power using a vehicle that includes a powertrain in
accordance with the present novel concept, such as powertrain 908,
for example, includes generating rotational output using at least
one of first and second engines ENG1 and ENG2, as is respectively
indicated by arrows 1102 and 1104. Method 1100 also includes
transmitting a first portion of the rotational output to first
electric machine EM1, as indicated by arrow 1106. The method also
includes transmitting a second portion of the rotational output to
differential mechanisms DF1 and DF2, as is respectively indicated
by arrows 1108 and 1110. Method 1100 differs from other previously
discussed methods in that rather than delivering rotational output
to the ground-engaging elements, method 1100 includes transmitting
rotational output from first differential mechanism DF1 and second
differential mechanism DF2 to second and third electric machines
EM2 and EM3, respectively, as indicated by arrows 1112 and 1114. In
this case, the ground-engaging elements are in a locked or
otherwise non-rotatable condition, which causes substantially all
of the rotational output from the differential mechanisms to be
delivered to the second and third electric machines, as indicated
by directional arrows AR8.
As indicated by arrows 1116A and 1116B, second and third electric
machines EM2 and EM3 are operatively disconnected from one another.
As such, the second and third electric machines can rotate
independently from one another, as indicated by directional arrows
AR9. Method 1100 further includes generating electrical power using
the rotational output transmitted from along arrow 1106 to first
electric machine EM1 and transmitting the electrical power to
suitable power electronics PE, as indicated by dashed arrow 1118.
Additionally, method 1100 includes generating electrical power
using the rotational output transmitted from along arrows 1112 and
1114 to second and third electric machines EM2 and EM3, and
transmitting the electrical power to suitable power electronics PE,
as indicated by dashed arrows 1120 and 1122, respectively. Method
1100 further includes delivering electrical power from power
electronics PE to an external power connection for supplying
electrical power thereto, as indicated by arrow 1124.
While the subject novel concept has been described with reference
to the foregoing embodiments and considerable emphasis has been
placed herein on the structures and structural interrelationships
between the component parts of the embodiments disclosed, it will
be appreciated that other embodiments can be made and that many
changes can be made in the embodiments illustrated and described
without departing from the principles of the subject disclosure.
Obviously, modifications and alterations will occur to others upon
reading and understanding the preceding detailed description.
Accordingly, it is to be distinctly understood that the foregoing
descriptive matter is to be interpreted merely as illustrative of
the present novel concepts and not as a limitation. As such, it is
intended that the subject novel concepts be construed as including
all such modifications and alterations insofar as they come within
the scope of the appended claims and any equivalents thereof.
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